Any "Latest & Greatest" about Delta?
08-27-2011 | 06:47 AM
veut gagner à la loterie
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From: Light Chop
While the timing of the announcement seems to line up with upcoming Sec 6, I don't think the two are related. I just think DAL has not found an acceptable product. RA has been consistently saying that in order to get the full value of an aircraft you need to OWN it for 30 years. The E190 is not a good product. JB stopped taking delivery of them, Catcus has a small amount, & RAH has a small amount too. The C-Series is a paper airplane, & I don't think we want to commit to it without knowing we can get 25-30 years out of it.
Keep in mind our A319's are pretty young, as are a good amount of our A320's. They aren't replacing all of our 320's with the -900ER, just some older ones. Our A319's are configured to 126 seats.
I also feel our NC will not even bring a TA to MEMRAT that has scope relief in it. As a matter of fact, I think we need to worry about Code Share/JV language just as much as seat/weight limitations. It's crucial that we all take the contract survey(available soon) and pound our Reps with priorities. NO MORE SCOPE RELIEF!!!!
Keep in mind our A319's are pretty young, as are a good amount of our A320's. They aren't replacing all of our 320's with the -900ER, just some older ones. Our A319's are configured to 126 seats.
I also feel our NC will not even bring a TA to MEMRAT that has scope relief in it. As a matter of fact, I think we need to worry about Code Share/JV language just as much as seat/weight limitations. It's crucial that we all take the contract survey(available soon) and pound our Reps with priorities. NO MORE SCOPE RELIEF!!!!
The best 130ish seat aircraft for us imho is the A319. We've already got them.
But of course if you want to move 100 seaters out of mainline, because evidently you've lost your mind about operational and brand control and are blind to what happens if you finance your competition, but if you want to move it there is only one way to make that happen - ask for scope relief from Delta pilots and convince them to say yes.
That's IF that is the objective. Trying to be an optimist that producing your core product in house still means something.
As to the age of aircraft:
08-27-2011 | 06:56 AM
At home on the maddog!
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From: Retired (mandatory age 65)
08-27-2011 | 06:57 AM
Line Holder
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From: Stuck in the north!
..... ....
08-27-2011 | 07:19 AM
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From: B757/767
Thanks FTB. I was certain the most of our A319's were less then 12 years old.
08-27-2011 | 07:35 AM
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08-27-2011 | 08:11 AM
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From: 7ERB
Seems as if every aircraft is compromised to chose from. I'll give you that. The E190 has issues but has a nice cabin, the C-Series is awesome but doesn't exist, the 737s and A320s are what they are, and there are a bunch of weird regional jets to compete with the E190 coming out from all over the world.
The best 130ish seat aircraft for us imho is the A319. We've already got them.
But of course if you want to move 100 seaters out of mainline, because evidently you've lost your mind about operational and brand control and are blind to what happens if you finance your competition, but if you want to move it there is only one way to make that happen - ask for scope relief from Delta pilots and convince them to say yes.
That's IF that is the objective. Trying to be an optimist that producing your core product in house still means something.
As to the age of aircraft:
The best 130ish seat aircraft for us imho is the A319. We've already got them.
But of course if you want to move 100 seaters out of mainline, because evidently you've lost your mind about operational and brand control and are blind to what happens if you finance your competition, but if you want to move it there is only one way to make that happen - ask for scope relief from Delta pilots and convince them to say yes.
That's IF that is the objective. Trying to be an optimist that producing your core product in house still means something.
As to the age of aircraft:
You seem to be good at graphs and analysis. I have said this numerous times. IMHO, I really think it would be cheaper, in the long run, to run our own airplanes with our own pilots/company. Initially, outsourcing works. But the inefficiencies of outsourced works and the different variables of product degradation will come to play.
Is there a way you can graph (time line) something like this? Maybe put in variables like:
1) Price to contract DCI
2) Cost of Fuel for DCI
3) Lost customers due to aircraft usage (175s instead of 737s)
4) Lost customers due to "operated by XXXXXXX" I know many family members that will not book a flt on a DCI or Regional Airline
5) Loss of Revenues to DCI strikes and Labor/MGR disputes (ie RAH/F9 vs IBT)
I am almost certain that OUTSOURCING is a COSTLY way of doing business. I just think MGT does it to mitigate the cost of negotiating with MAinline pilots and also securing short term bonuses.
I think if you can graph and prove this, WE WILL GET BACK ALL OF OUR FLYING. THe proof is in the pudding.
TEN
08-27-2011 | 08:13 AM
The Brown Dot +1
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From: 777B
08-27-2011 | 08:26 AM
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From: 765-A
For the record, I think we blew a golden opportunity with Compass. But, what about the United guys/gals? They have taken a strong stance on scope restoration. You don't think we should match them?
08-27-2011 | 08:34 AM
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I posted this in another thread re: Delta’s average salary vs SWA average salary and thought I would put it here as well:
Delta has 314 aircraft that are 737-800 or smaller. That is apx 44% of our fleet and most of these aircraft are larger (better revenue potential) than SWA 737-700s. This means that the other 56% of Delta’s aircraft are much larger and should be much higher paying aircraft bringing the average Delta pilot’s salary up when making a comparison to SWA however that is not the case.
Here are the averages for 2009 and 2010:
Delta’s average... $132,374, $142,800 – (40% of fleet 737-800 or smaller)
SWA’s average... $176,726, $166,673 – (100% of fleet 737-700 or smaller)
AMR’s average.... $137,482, $139,872 – (60% of fleet 737-800 or smaller)
Continental avg.. $150,211, $156,458 – (57% of fleet 737-800 or smaller)
UAL’s average... $125,465, $123,958 – (42% of fleet A320 or smaller)
jetBlue’s avg..... $124,680, $140,546 – (100% of fleet A320 or smaller)
ALK’s average.... $163,096, $150,061 – (90% of fleet 737-800 or smaller)
Based on fleet and average aircraft size we are the next worst paid in the above list. Based on the DOT numbers we easily need a 40K –50K raise to equal SWA if you compare similar sized aircraft. Even ALK and JBL are doing significantly better than Delta narrow body pilots.
The interesting number here is Continental’s avg. No wonder their management offered them a cut-and-paste of Delta’s contract. I wonder why these numbers weren’t included in the contract comparison.
Source
Delta has 314 aircraft that are 737-800 or smaller. That is apx 44% of our fleet and most of these aircraft are larger (better revenue potential) than SWA 737-700s. This means that the other 56% of Delta’s aircraft are much larger and should be much higher paying aircraft bringing the average Delta pilot’s salary up when making a comparison to SWA however that is not the case.
Here are the averages for 2009 and 2010:
Delta’s average... $132,374, $142,800 – (40% of fleet 737-800 or smaller)
SWA’s average... $176,726, $166,673 – (100% of fleet 737-700 or smaller)
AMR’s average.... $137,482, $139,872 – (60% of fleet 737-800 or smaller)
Continental avg.. $150,211, $156,458 – (57% of fleet 737-800 or smaller)
UAL’s average... $125,465, $123,958 – (42% of fleet A320 or smaller)
jetBlue’s avg..... $124,680, $140,546 – (100% of fleet A320 or smaller)
ALK’s average.... $163,096, $150,061 – (90% of fleet 737-800 or smaller)
Based on fleet and average aircraft size we are the next worst paid in the above list. Based on the DOT numbers we easily need a 40K –50K raise to equal SWA if you compare similar sized aircraft. Even ALK and JBL are doing significantly better than Delta narrow body pilots.
The interesting number here is Continental’s avg. No wonder their management offered them a cut-and-paste of Delta’s contract. I wonder why these numbers weren’t included in the contract comparison.
Source
08-27-2011 | 09:42 AM
Gets Weekends Off
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From: Urban chicken rancher.
Yep, its all the doors and the brake. We've been watching the out times to see how it works. Had a lot of time to fool around with that last week at JFK. Beacon is totally out of the loop now. When you have a tow on, resetting the break at the gate and then releasing it adds the tow in time to the clock.
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